Safety switch mechanism



(No Model.)

J. WESTGOTT.

$AFETY SWITCH MECHANISM. I i No. 425,557. Patented Apr. 15, 1890.

Q N wkn UNITED STATES PATENT QFFICEQ JAMES NESTCOTT, OF KANSAS CITY, MISSOURI.

SAFETY SWITCH M EC HANISM.

SPECIFICATION forming part of Letters Patent No. 425,557, dated April 15, 1890. Application filed April 17, 1889. $erial No, 307,628. (No model.)

To all whom it may concern:

Be it known that I, JAMES /VESTCOTT, a citizen of the United States, residing at Kansas City, county of Jackson, and State of Missouri have invented a new and useful Improvcment in Automatic Safety Switch Mechanisms, of which the following is a specification.

Myinvention relates to that class of devices in tended to be operated by contact with the forward wheels of an approaching train of cars; and the object of my invention is to guard against the possibility of said train running into a switch, left open carelessly or otherwise. I attain said object by means of the mechanism illustrated in the accompanying drawings, of which- Figure 1 represents a diagram or plan view of an open railroad-switch, showing the main track a a and side tracks I) b, also the sleeves y y, thrust-bars t t, reach-rod e, connecting-rods A and (Z, crank-lever ,2, and switch-Stan d crank f. Fig. 2 shows a plan view of the actuating mechanism enlarged for the purpose of showing more distinctly the relative position of the following parts: bearings "n n, shaft '1', spring 70, rocking lever m, lug 0, arm 1), hub p, and crank and pin Z. Fig. 3 is an enlarged end View of a vertical section on line r r. In it will be seen the lever on and arm 21'. It also shows the location of the shaft r under the rail a.

The construction and application of my device are as follows:

In Fig. 1 will be seen rails, a a representing the main track and rails, and b b the side track, all of which are secured in the usual manner to the ties and connected and operated by means of common rods 0 and (Z and the switch-stand crank f. In the diagram shown it will be evident that a train of cars going south (see meridian shown) would leave the tracks a, a,and, further, should a train going north remain upon the side track I) Z) and through a misunderstanding a second train should follow, there would be a possibility of a collision unless the rails of main track had been brought in line with each other.

The bringing of rails in line upon the approach of a train from either direction is the object of myinvention, and I have invented connected to the rod (Z.

the following device to be ope *ated by either of said trains, said device being actuated or moved by the forward wheels of said trains.

In Fig. 1 will be seen two journals a, secured to the tie to, which supports the shaft '2'. Fastened rigidly to said shaft may be seen crank Z and hub 13, having a projected armp. Fitted loosely upon the shaft are the spring 7c and rocking lever m, having a lug or lip 0. One end of the spring should be secured to said arm and the other end to the tie w or journal n. This part of the mechanism should be placed at a suitable distance back from the rails a a, in order that the lever on may be actuated by the aforesaid train before the weight of said train comes upon rails a a.

To the crank Z, I next secure the reach-rod e,

which in turn is connected by means of thrustbars it to the sleeves y y, fitted upon the connecting-rod d. Thus far the mechanism would be completed in one direction only from the lever on to the rod (Z. To make the device double acting, I duplicate each part and place them in their proper positions north of the rod (Z, thus providing two levers In Fig. 1 will be seen a common ground-switch stand with weighted crank-lever ,2, and, the same being an old idea, I use it in connection with my invention for the purpose hereinafter described. It will be noticed that the said stand is connected to the sleeve 11 by means of rod A.

The object of the several parts described is as follows: journals 'n n to secure that part of the mechanism to the tie to, lever m to receive .the motion from the train, and spring is to retain said lever and lug 0 again st the arm 19, and also to allow a train to pass over or depress the lever in a backward direction. The functions of arm 1), hub 19, shaft r, and crank Z- are to transmit the motion of the lever m to the rod e. The use of the rod 6 is to carry motion over the distance from an to the bars t, which are pivoted to the said rod and used to actuate the sleeves y y, said sleeves moving the rod d and rails a a, the stand or lever 2 providing means of depressing arm 1), as hereinposition than h, or when the main line of rails are in position. l

The actual operation of my device wou'lc Y be as follows:

First. Presuming the switch to be left open, as shown, by carelessness or otherwise, it will be evident that when a train is going north,

the forward wheel would strike the lever m, which is close to and projects above the rail, (see Fig. 3,) and thus depress said lever. The lug 0 engaging the arm 19, and carrying with it crank Z, which thus moves the rod 6 in direction of the arrow, the bars it would receive the forward thrust of said rod, and as the rod A is on the center line of the crank-lever z and connected to the sleeve 3 said sleeve would be immovable, and sleeve yv would be forced directly east and would carry with it the rod cl and rails a a, thus bringing them in line and allowing the train to pass the switch in safety. It will here be noticed that the handle h in the meantime would have returned to the position It, and, further, that the same cause and effect would have been produced it the several. parts were duplicated and placed in position to receive movement from a train going south.

' Second. In order to prevent a train (intending to go upon the side track) from striking the lever m, it would be necessary that the person turningthe switch should remain and raise the lever z to nearly a vertical position, which would move the sleeve y and draw rod e forward, and thus depress arm p, which would allow spring 7a to depress lever m, keeping it in contact with said arm. Sleeve y should be set'at a proper distance from the end of the rod d, so as to prevent lever z from reaching or passing a vertical position, as it would when released return by gravity to a horizontal position.

Knowing that there are other devices for a similar purpose, I hereby state that which I claim as new and desire to secure by Letters atent 1. In an automatic switch-operating device, the rigid and sliding sleeves fitted upon-a common connecting-rod d, in combination with thrust-bars t and suitable connecting mechanism with the lever '01, substantially as set forth and described.

2. In a railroad-switch-operating mechanism, the thrust-bars t, pivotedto a reach-rod e and adapted to work from either side of rod d, in connection with sleeves y y, and in combination with the other actuating mechanism, as herein shown and described.

JAMES \VESTCOTT.

\Vitnesses:

R. C. BARBIE, E. M. LONGENEOKER. 

